Multimodal Platform for Railcar

ABSTRACT

A multimodal platform is provided for a railcar. The multimodal platform includes a first underframe, a second underframe, a loading platform, and rail wheels. The first underframe carries a first container and the second underframe carries a second container. The second underframe is coupled to the first underframe and coupling the first underframe and the second underframe provides an articulation point. The loading platform is disposed above the articulation point and between a first end of the first container proximate the second container and a second end of the second container proximate the first container. The rail wheels are disposed under the loading platform and coupled to the first underframe and the second underframe. The rail wheels are configured to transport the multimodal platform on rails of a railway.

RELATED APPLICATIONS

This application claims the benefit under 35 U.S.C. 119(e) of the priority of U.S. Provisional Application No. 62/722,586 entitled “MULTIMODAL PLATFORM FOR RAILCAR” filed on Aug. 24, 2018, the entire disclosure of which is hereby incorporated by reference.

TECHNICAL FIELD

This disclosure relates generally to a platform, and more particularly to a railcar platform for loading and unloading various containers.

BACKGROUND

Railcars may be configured to transport freight and cargo across the country using multiple containers. In comparison with the use of trucks to haul freight, railcars may be limited in their mobility for warehousing and logistic planning. For example, how the transported containers are loaded and unloaded may be restricted, thereby limiting the available routes, stops, and number of railcars that can be used.

SUMMARY OF THE DISCLOSURE

The loading or unloading of cargo from containers on a railcar is a time and resource-intensive task. Typically, each transported container is loaded or unloaded individually and may be loaded or unloaded differently based on the type of container. In some situations, the containers must be removed from the railcar before they can be unloaded or loaded. Accordingly, a more efficient unloading or loading process is desired. As described herein, improved apparatuses and techniques are provided that enable for efficient loading or unloading of cargo or freight from railcars.

According to one embodiment, a multimodal platform is provided for a railcar. The multimodal platform includes a first underframe, a second underframe, a loading platform, and rail wheels. The first underframe carries a first container and the second underframe carries a second container. The second underframe is coupled to the first underframe and coupling the first underframe and the second underframe provides an articulation point. The loading platform is disposed above the articulation point and between a first end of the first container proximate the second container and a second end of the second container proximate the first container. The rail wheels are disposed under the loading platform and coupled to the first underframe and the second underframe. The rail wheels are configured to transport the multimodal platform on rails of a railway.

Certain embodiments disclosed herein may contain or embody one or more technical advantages. For example, certain embodiments may significantly improve the efficiency of loading or unloading cargo from containers of the railcar. In particular, certain embodiments may allow the unloading of multiple containers using a single platform area that can be connected to a dock or other loading/unloading location. Furthermore, particular embodiments may eliminate the most troublesome and costly aspect of rail boxcars that being the boxcar door, be it sliding or plug door. As another example, certain embodiments may accommodate a wide variety of containers, including various types of containers, including standard-size container boxes and trailers. In particular, certain multimodal platforms described herein may allow for the transportation of containers across different modes of transportation, such as to or from railcar transportation to or from sea transports, highway/road carriers, or other types of railcars (e.g., double-stack well cars), with or without trans-loading the cargo or freight into other containers. As yet another example, particular embodiments may provide an extra route for a persons or equipment to travel between docks or locations on opposite sides of the railcar, thereby increase the loading and unloading options, particularly when multiple railcars are being loaded or unloaded at the same location.

Other objects, features, and advantages of the present disclosure are apparent to persons of ordinary skill in the art in view of the following detailed description of the disclosure and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this disclosure, reference is now made to the following brief description, taken in connection with the accompanying drawings and detailed description, wherein like reference numerals represent like parts.

FIG. 1 illustrates an example articulated railcar with multiple containers with a multimodal platform, in accordance with certain embodiments;

FIG. 2 illustrates a sideview of the example articulated railcar with multimodal platform of FIG. 1, in accordance with certain embodiments;

FIG. 3 illustrates a comparison of a conventional railcar and an example articulated railcar with a multimodal platform, in accordance with certain embodiments;

FIG. 4 illustrate a second example of a multimodal platform, in accordance with certain embodiments;

FIG. 5 illustrates a perspective view of an example connector, in accordance with certain embodiments;

FIGS. 6 and 7 illustrate a partial perspective view of an example container with a refrigeration unit, in accordance with certain embodiments;

FIGS. 8 to 10 illustrates a partial perspective view of multiple example multimodal platforms, in accordance with certain embodiments;

FIGS. 11 to 21 illustrate multiple example containers being hauled with corresponding attachments, in accordance with certain embodiments;

FIGS. 22A to 22C illustrate a perspective view of multiple positions of doors of containers on a railcar with a multimodal platform, in accordance with certain embodiments;

FIG. 23 illustrates a side view of an example double-stack container, in accordance with certain embodiments;

FIG. 24 illustrates a partial perspective view of an example loading/unloading operation of the double-stack container, in accordance with certain embodiments;

FIG. 25 illustrates a side view of an example multi-unit railcar, in accordance with certain embodiments;

FIG. 26 illustrates a partial top view of an example loading/unloading operation of multiple railcars between ramps, in accordance with certain embodiments;

FIGS. 27A to 27B illustrate a partial perspective view of a first example door of the container, in accordance with certain embodiments;

FIGS. 28A to 28B illustrate a partial perspective view of a second example door of the container, in accordance with certain embodiments;

FIG. 28C illustrates a partial perspective view of a third example door of the container, in accordance with certain embodiments;

FIG. 29 illustrates a side view of an example refrigeration unit installed in the container, in accordance with certain embodiments; and

FIG. 30 illustrates a side view of an example container connected with a bellows, in accordance with certain embodiments.

DETAILED DESCRIPTION

Certain embodiments of the present disclosure and inventive concepts, and their features and advantages, may be understood by referring to FIGS. 1 to 30, like numerals being used for corresponding parts in the various drawings.

Particular embodiments include a multimodal platform using approved containers that can be loaded or unloaded in a manner similar to a conventional rail boxcar and then transferred to other modes in the same package. The multiplatform platform, which may articulate two or more underframes with containers, allows a forklift truck loading over its loading platform into two or more standard ISO or domestic container boxes with end doors. This provides an adaptation of fixed infrastructures at origin and destination, where both of the origin and the destination are served by the rail carrier and rail logistics network.

FIG. 1 illustrates an example railcar 10 loaded with multiple containers 12, in accordance with certain embodiments. In particular, railcar 10 is depicted as carrying two containers 12 on underframes 1014. Underframes 1014 may be coupled together using any suitable connector, such as one or more coupler, drawbar, articulated connector, or any other similar connections. In certain embodiments, the area between adjacent containers 12 may be referred to as an articulation area where underframes 1014 of railcar 10 are articulated between containers 12.

A multimodal platform 1000 may be disposed within the articulation area. In certain embodiments, multimodal platform 1000 includes a loading platform 1012 and a dock ramp 1018. In some embodiments, loading platform 1012 of multimodal platform 1000 is positioned over the articulation and provides a loading/unloading platform for both containers 12 while containers 12 remain in railcar 10. For example, the dock ramp 10018 may be used to load or unload cargo from loading platform 1012 to another loading/unloading area, such as a loading dock. In some embodiments, dock ramp 1018 may be rotatably or slidably coupled to the loading platform 1012 to provide an optional extension for loading/unloading, or may separable from the other components of multimodal platform 1000 (e.g., stored in another location during transportation or remaining at a loading area). In some embodiments, dock ramp 1018 may be folded to lay over the loading platform 1012 or removed and stored during transportation.

In certain embodiments, multimodal platform 1000 may be coupled to containers 12 or the articulation during transportation. In another embodiment, the multimodal platform 1000 is removable from railcar 10 during transportation. In certain embodiments, multimodal platform 1000, in addition to loading platform 1012 and dock ramp 1018, may include two underframes 1014 and wheels 1016. Underframes 1014 may extend from two opposite sides of loading platform 1012, respectively, and provide a location to place and hold containers 12. In some embodiments, container 12 may deposit on the underframe 1014 via a coupler, an adapter, or any means which provides a temporary positioning for the container 12 to be placed on the underframe 1014.

Wheels 1016 may be disposed underneath loading platform 1012 and are configured to provide mobility on existing rail for railcar 10. For example, wheels 1016 may be any suitable rail wheels.

As described above, dock ramp 1018 may be coupled to loading platform 1012 to provide an optional extension for loading/unloading. In certain embodiments, multimodal platform 1000 may be used in a single level articulated container-hauling railcar, in two platform sets, e.g. two underframes, that interface with standard ISO and domestic containers. Multimodal platform 1000 includes loading platform 1012 integrated into the area between two containers 12. In some embodiments, each container 12 may have end doors 121 which open. End doors 121 may be arranged in pairs or in any other suitable configuration, such as in a roll-up door or multi-fold door arrangement. Other example end doors are described below in reference to FIGS. 27 and 28.

In certain embodiments, multimodal platform 1000 may be used in existing dock plates, forklift trucks, loading ramps, containers, loading patterns, and/or door maintenance. In some embodiments, multimodal platform 1000 may be used in a hybrid railcar. In the particular examples depicted in FIGS. 1 through 3, the loading/unloading operation via multimodal platform 1000 would only require one dock ramp 1018 to load/unload two containers 12.

FIG. 2 illustrates an example railcar 20 having two containers 22 with a multimodal platform 2000, in accordance with certain embodiments. In one embodiment, multimodal platform 2000 may be used as a spine car. In another embodiment, multimodal platform 2000 may be used as a flat car. In yet another embodiment, multimodal platform 2000 may be used as a custom hybrid spine/well car. Other example multimodal platforms are described below with respect to FIGS. 8 through 10.

Multimodal platform 2000 may provide freedom for operations from origin to destination, such as between rail and truck-served locations. In some embodiments, multimodal platform 2000 may be used with standard ISO containers. In some embodiments, multimodal platform 2000 may provide a loading area over the articulation between containers 22 with a ramp. In some embodiments, multimodal platform 2000 articulates between two containers 22, units, or boxes. In some embodiments, multimodal platform 2000 may provide the capability to load/unload two containers 22 at the same time. In certain embodiments, multimodal platform 2000 may be used with various transportation vehicles, such as a chassis trailer, an over-the-road truck, an overseas ship or a double-stack railcar. In this manner, multimodal platform 2000 may be flexible, low-cost, efficient, and scalable by its various underframes to couple with multiple containers. For example, in some embodiments, the multimodal platform 2000 may be used in hybrid rail or hybrid truck. In some embodiments, a side door for the containers 22 are not needed with the multimodal platform 2000. In certain embodiments, underframe 2014 of the multimodal platform 2000 is used as a platform to carry container 22 thereon. In some embodiments, multimodal platform 2000 may be used in a railcar 20 with two or more units. The units may be attached to each other with couplers, drawbars, articulated connectors, or any other similar connections. In one embodiment, the multimodal platform 2000 may be used in the railcar 20 which consists of two, three, four, or more units connected together. In this disclosure, a container may refer to a unit, a railcar unit, a box, a section, and/or a trailer.

In certain embodiments, railcar 20 includes multiple units connected together. Alternatively, in certain embodiments, railcar 20 may be a standalone vehicle, e.g. a single-unit railcar. In some embodiments, standalone railcars may be connected to other railcars or to similar railcars with a coupler connection. As a multiple-unit railcar 20, any suitable number of units may be connected together, such as 2, 3, 5 or 7. A multiple-unit railcar made of two or more units may be connected by a drawbar, an articulated connector, or other suitable connections. The drawbar or articulated connector permits the customization of the length of the railcar and the number of units to suit their needs by allowing units to be added or subtracted as required. Further, specific units may be removed for repairs or servicing if needed, or even allow any number of units to be removed and utilized for a temporary storage off from the main rail line. A detailed description of the railcar made of two or more units is discussed with respect to FIG. 25.

FIG. 3 illustrates a conventional railcar 30 and an example railcar 20 with multimodal platform 2000, in accordance with certain embodiments. A conventional box car 30 may include a box 32 with an integrated side door 321 to load/unload cargo from the box 32. In certain embodiments, railcar 30 may be a 60′ standard boxcar. In one embodiment, a total inside length 34 of the box 32 that a user may load/unload the cargo each time may be 60′9″. Multimodal platform 2000 may be applied to a hybrid railcar 20 which may be configured to accept different types of containers 22. As described above, multimodal platform 2000 may be used to load/unload the cargo in both of containers 22 at the same time. Accordingly, a total length 24 of containers 22 that the may be loaded or unloaded exceeds the total inside length 34 of box 32. In certain embodiments, total length 24 of the containers 22 may be 106′0″. A comparison between the conventional railcar 30 and the hybrid railcar 20 is illustrated in Table 1 below. This comparison illustrates certain advantages described herein of multimodal platform 2000, according to certain embodiments.

TABLE 1 Convention railcar 30 Hybrid railcar 20 Configuration (conventional boxcar) (multimodal container) Loading Floor 550 SF 850 SF Space Cost $$$ $$ Logistics O/D Boxcar ramp Mixed Mode: Boxcar ramp, equipped intermodal (IM) ramp, truck facility only trailer; convert truck warehouse more than railroad Door damage & $$$ $ with standard IM container Maintenance cost doors Commodity Paper/Palletized/ Any variety of available Flexibility Racks container plus MaxBOX option Light Weight 82,500 lb. 75,000 lb. estimated

FIG. 4 illustrates an example loading/unloading process with a multimodal platform 4000, in accordance with certain embodiments. The multimodal platform 4000 may include a loading platform 4012, a dock ramp 4018, and a barrier 4020. Multimodal platform 4000 may be placed over the articulation between two truck trailers on underframes 4014, which may be coupled to each other. Dock ramp 4018 is removably coupled to the loading platform 4012 to provide an optional extension for loading/unloading. Barrier 4020 is rotatably coupled to loading platform 4012 on the opposite side of dock ramp 4018 to prevent inadvertent movement of cargo, freight, equipment, or persons off of loading platform 4012. For example, barrier 4020 may be moved to extend at least partially vertically from loading platform 4012, thereby creating a barrier for said items.

Underframes 4014 extend longitudinally from two opposite sides of the loading platform 4012 respectively to hold two containers 42. In some embodiments, the container 42 may be coupled to the underframe 4014 via a coupler, an adapter, or any means which provides a temporary positioning for the container 12 to be coupled to the underframe 4014. Wheels may be disposed underneath loading platform 4012 or underframes 4014 to provide a mobility on the existing rail for a railcar 40.

An example loading or unloading process is provided below as a non-limiting example of using multimodal platform 4000. At a first instance, railcar 40 may be stopped at a dock 400, lining up with the area between containers 42 of a railcar 40. At a second instance, dock ramp 4018 is deployed and coupled with the loading platform 4012 of the multimodal platform 4000, thereby connecting dock 400 and loading platform 4012. At a third instance, doors 421 of container 42 may be opened. In some embodiments, doors 421 may be opened approximately 270 degrees (e.g., swung out against the outside wall of container 42) or any other suitable degree, such as 90 degrees. At a fourth instance, both containers 42 are unloaded or unloaded simultaneously. For example, an operator may use a forklift transported over dock ramp 4018 to load or unload from both containers 42 and return to dock 400. In a fifth instance, after loading/unloading is complete, doors 421 may be closed and secured and dock ramp 4018 removed or stored. In certain embodiments, a user may disconnect the dock ramp 4018 from the dock 400 by, for example, folding the dock ramp 4018 to lay over the loading platform 4012.

In other embodiments, the multimodal platform 4000 may be expanded to four underframes 4014 and two loading platforms 4012. In some embodiments, the multimodal platform 4000 may require two dock plates (e.g. dock ramps 4018) to load all four boxes (e.g. containers 42).

In some embodiments, door 421 at the far side from dock ramp 4018 and dock 400 may be opened approximately 90 degrees and fixed in this position to provide a barrier to prevent inadvertent movement of cargo, freight, equipment, or persons off of the multimodal platform 4000 between containers 42. In certain embodiments, doors 421 at the near side of dock 400 may open approximately 180 degrees or more, and door 421 at the far side from the user may open about 90 degrees to create a barrier for the loading platform 4012 and the dock ramp 4018. Doors 421 of the pair of adjacent containers 42 at the far side may be fixed to each other or be fixed individually to loading platform 4012. In another embodiment, the doors may be opened as far as 270 degrees from their closed position, and barrier 4020, which pops up or flips up from the loading platform 4012, may be configured to prevent inadvertent movement in that direction.

In another arrangement, the multimodal platform 4000 can be equipped with specialized containers with auto lifts, wherein a 40 ft. box may be configured to carry four motor vehicles. The 40 ft. box would be loaded via the dock ramp 4018 over the area where two specialized containers are articulated with each other, and then the sealed and secure 40 ft. box could be directly sent to the dealers providing a factory-to-dealer-sealed vehicle transport and no haul-away truck movement.

FIG. 5 illustrates an example attachment 500, in accordance with certain embodiments. In one embodiment, the container may be attached to the railcar using standard ISO container connectors. In another embodiment, the container may be attached to the railcar with a custom connector. If the railcar with a custom connector is needed to move a standard ISO container, a custom attachment 500 comprising an adapter 501 and a box 502 may be used in between the custom connector of the railcar and the standard ISO container connector to permit the container to attach to the railcar. In some embodiments, the adapter 501 may be the custom connector of the railcar to the standard ISO container connector. The box 502 may be a custom box attachment corresponding to the adapter 501.

FIGS. 6 and 7 illustrates an example container 62 with a refrigeration unit 6212, in accordance with certain embodiments. In certain embodiments, a refrigerated container 62 may be transported. A custom refrigerated container 62 may be used that allows for an entire wall of a door 621, containing the refrigeration unit 6212, to be pivoted to one side to permit entry into the container 62. In one embodiment, the door 621 may be pivoted horizontally via a hinge 6214. FIG. 6 illustrates the closed position, and FIG. 7 illustrates the open position. In another embodiment, the door 621 may be pivoted upward.

FIGS. 8 to 10 illustrate various different example multimodal platforms, in accordance with certain embodiments. For each example multimodal platform, an integrated loading platform of the multimodal platform may be installed over the articulation. In one embodiment, the multimodal platform 8000 illustrated in FIG. 8 may be used with a customized hybrid spine car in which a portion of the center spine is lowered to accommodate a trailer on the spine car. In another embodiment, the multimodal platform 9000 illustrated in FIG. 9 may be used with a traditional well car or a customized well car-style railcar. In yet another embodiment, the multimodal platform 10000 illustrated in FIG. 10 may be used with a traditional or customized spine car. Other types and designs of articulated railcars that integrate a loading platform of the multimodal platform over the articulation are also contemplated herein.

FIGS. 11 to 21 illustrate various multiple example containers that can be hauled on railcars with corresponding attachments, in accordance with certain embodiments. A railcar with a multimodal platform would be capable of hauling any type of container that can be hauled on via rail or the road by 18-wheel over-the-road semi-trucks. In this manner, a single configuration of railcar may be used to haul a wide variety of containers or tractor trailers instead of requiring the use of multiple railcars of different types to handle the variety of cargo. Further, railcars with a multimodal platform described herein allow for the containers/trailers to be loaded over the loading platform of the multimodal platform with a forklift truck.

In another embodiment, the railcar may be designed to be adjustable to many different sizes of containers. These could include standard length ISO containers of 20 or 40 feet, or 53 feet containers, or custom length containers of any length. With the length of the railcar having the ability to change length, any length container may be accommodated. This railcar length change may be made using a variety of methods, including adding or removing sections of the railcar between the end sections. Adjacent railcars may be of different length to haul containers of different lengths, or the railcars may be the same length but haul containers of different lengths. The design is very flexible to accommodate the needs of the customer. Specialty containers designed to meet specific customer needs may be accommodated easily because of the attachments for the multimodal platform. For example, in FIGS. 12 and 14, sliding connectors 1200, 1400 may be mounted to the center sill of the railcar and adjustable. In some embodiments, the sliding connectors 1200, 1400 may be movable along the underframes to accommodate various sizes of containers and various sizes of trailers (e.g., 53 ft and 40 ft trailers). Other example attachments and configurations are described below.

With different lengths of containers and the ability to change the railcar length, the multimodal platform permits the distance between containers to be adjusted. The multimodal platform can be changed to accommodate various methods of loading containers. For example, the distance between containers may be adjusted to 10, 12, or 15 feet by the multimodal platform to permit various sized forklift trucks to ramp up from the dock to the height of the container and to maneuver to access the interior of the container. In certain embodiments, ramping may be provided by the multimodal platform for access to the container at a coupler end of the railcar. In certain embodiments, ramping may be provided at a drawbar or at an articulated end of the railcar.

FIG. 11 shows an example multimodal platform, in accordance with certain embodiments. The multimodal platform 11000 may be applied to a railcar 110 transporting standard over-the-road semi-trailers 112. In certain embodiments, a sliding connector 1200, as shown in FIG. 12, is used to connect the fifth wheel of the trailer 112 to the underframe 13014 of the multimodal platform 13000, as shown in FIG. 13. In one particular embodiment, the sliding connector 1200 may be a sliding connector for a hybrid car. A sliding attachment, for example, a sliding connector, equips with universal holes for mounting the fifth wheel connections or other container attachments. In another embodiment, ISO containers may be transported. Different railcar underframes and container sizes may be accommodated by use of a sliding attachment. The multimodal platform will be able to carry all different kinds of ISO containers, whether it is a 53 ft, 40 ft, or 20 ft. This will be achieved by a sliding connector mount that will be locked to the center sill and can be adjusted to the different kinds of railcar types. It can be utilized on various railcar constructions, such as a well car, a spine car, or a hybrid car.

FIGS. 12 and 14 illustrate different sliding attachments, in accordance to certain embodiments. In one embodiment, a sliding connector 1400, shown in FIG. 14, is used to connect the container 152 to the underframe 15014 of the multimodal platform 15000, as shown in FIG. 15. In one particular embodiment, the sliding connector 1400 may be a sliding connector for a traditional spine car. In addition, FIG. 15 shows a connection to standard ISO containers.

FIGS. 16 and 17 illustrate an example configuration of multimodal platform 16000 carrying containers 162 for loading/unloading, in accordance with certain embodiments. The area between adjacent containers 162 may be used to load/unload the cargo in containers 162. In some embodiments, one or more sliding plates 16022 are used as the driving surface for forklift trucks. In certain embodiments, multimodal platform 16000 may have a sliding plate 16022 from one end of each container 162 overlapping the other sliding plate 16022 to form a deck. In one embodiment, sliding plate 16022 may be extended from the end of the railcar 160. Two sliding plates 16022 overlapping with each other provides minimal obstructions for forklift trucks or other equipment when loading or unloading cargo over the area between adjacent railcars 160 or the area between two containers 162.

FIGS. 18 to 21 illustrate example underframes of the railcar, in accordance with certain embodiments. In one embodiment shown in FIG. 18, containers 182 or semi-trailer floors are flush with the loading platform 18012 of multimodal platform 18000. This design applies to which underframe 18014 is chosen. With the underframe 18014 which is used in the hybrid or well car, containers 182 may be recessed in the bottom of the underframe 18014, so that the floor of the container 182 may be flush with loading platform 18012 of multimodal platform 18000. This leveling provided by the multimodal platform 18000 eases the loading and unloading of containers 182 by eliminating unnecessary vertical movement of cargo into or out of containers 182. In one embodiment, the underframe 18014 shown in FIG. 18 may be a hybrid underframe. In another embodiment, the underframe 18014 shown in FIG. 18 may be a well car-style underframe. The multimodal platform 18000 may be configured to haul each type of ISO container and semi-trailer. In certain embodiments, if container 182 is flush with loading platform 18012 of multimodal platform 18000, a user or a forklift truck may access to the cargo in the container 182 without an additional ramp. In another embodiment, if container 182 is not flush with loading platform 18012 of multimodal platform 18000, loading platform 18012 may further include a foldable ramp to provide a smooth transition for the forklift truck to access the container 182, such as the scenario illustrated in FIG. 17 in which the bottoms of containers 162 are disposed above multimodal platform 16000 and the surfaces created by sliding plates 16022.

FIG. 19 illustrates an example underframe 19014 of the multimodal platform 19000 hauling a trailer 192. The floor of the trailer 192 may be flush with the loading platform 19012 of the multimodal platform 19000. In this particular example, multimodal platform 19000 integrates at least one spine car.

FIG. 20 illustrates an example underframe 20014 of the multimodal platform 20000 hauling a trailer 202. The floor of the trailer 202 is flush with the loading platform 20012 of the multimodal platform 20000. In this particular example, multimodal platform 20000 integrates at least one well-type railcar.

FIG. 21 illustrates an example underframe 21014 of the multimodal platform 21000 hauling a container 212. The floor of the container 212 is flush with the loading platform 21012 of the multimodal platform 21000.

Additionally, the sliding connector and a fifth wheel hitch described above may be of modular design. For example, the sliding connector may allow the multimodal platform to haul any size of ISO container and to provide a position change in minutes. Further, a multimodal platform with a sliding connector may be allowed to load any size of semi-trailer. This may be accomplished by using a sliding connector with mounts for both an ISO container and a fifth wheel connection. In certain embodiments, these mounts are attached with a universal 6-inch bolt pattern that may allow the user to remove both the ISO container and the fifth wheel connections, and bolt another fixture for hauling other items, such as odd-shaped items or oversized items. For example, a wind turbine company may use a multimodal platform described herein to haul containers full of fiberglass and resin into the factory to construct a wind blade. Instead of returning the railcar empty, a different fixture may be to the sliding connector within a couple minutes and the railcar may return from the factory to deliver a finished wind turbine blade. This provides an advantage over conventional techniques, such as shipping the completed turbine blade over the road, thereby requiring a special trailer, permits from the Department of Transportation (DOT), and spotters to escort the truck to the delivery point. In contrast, the railcar with the multimodal platform provides a flexible platform that can be adjusted by exchanging fixtures and thereby provide a convenient transportation option for the wind turbine blade.

In certain embodiments, the multimodal platform may be used in transporting insulated or refrigerated goods. The multimodal platform may be used for commercially hauling available refrigerated containers or trailers, or specialized containers or trailers, e.g., as shown in FIGS. 6 and 7. In this manner, the multimodal platform may be used to ship containers or trailers to locations before the containers or trailers (or contents therein) are needed, thereby providing additional logistical buffer. The logistical burden may be reduced by allowing the container or trailer to remain loaded for a certain period of time when it arrives at its destination. In another embodiment, the container or trailer may be unloaded from the multimodal platform and stored until needed while multimodal platform is able to be used again. In traditional methods, the container or trailer may require the product to be transferred from a cold environment to a hot environment and then back to cold. However, if the user used a refrigerated container with the multimodal platform, when the product arrives, the user may pick the refrigerated container off and stack it with other containers, while keeping the product cold until it is ready to be processed. After the container is off the multimodal platform, the multimodal platform may be sent off to be loaded with another container, or the multimodal platform can be configured to carry other containers on a return trip.

FIGS. 22A to 22C illustrate multiple positions of door 2221 of container 222, in accordance with certain embodiments. In some embodiments, door 2221 of container 22 is placed at the end of the railcar 220 such that it complies with the Association of American Railroads (AAR) clearance curves. FIG. 22A indicates the position of door 2221 when they closed and secured. In certain embodiments, door 2221 may swing open to the 90-degree position then slide longitudinally down the side of the container 222, as shown in FIG. 22B. In some embodiments, the door 2221 is restricted from rotating more than 90 degrees. In some embodiments, such as the example illustrated in FIG. 22C, door 2221 may be pivoted 270 degrees away from their closed-and-locked position into an opened-and-locked position, e.g., against the outside side of railcar 220.

FIG. 23 illustrates an example double-stack container 2300 on a railcar 230, in accordance with certain embodiments. Railcar 230 with the multimodal platform 23000 may use the double stack to its full limit of its plate clearance. In some embodiments, a custom outer box may be developed and attached to the railcar 230, for example, a standard flat car. The custom outer box may allow a bottom container 2320 and a custom upper container 2310 therein. In some embodiments, the bottom container 2320 may be an ISO 20′, 40′, 48′, 53′, or any other length container. In some embodiments, the bottom container 2320 may be loaded on the lower level, and the custom upper container 2310 may be stacked on top of the bottom container 2320. In certain embodiments, the length and combination of the custom upper container 2310 may not exceed the length of the custom outer box. This allows double stacking and optimizing the load carrying capacity. In one embodiment, the custom upper container 2310 may be a custom 53′ container. In another embodiment, the bottom container 2320 may be an ISO 53′ container. In certain embodiments, the double-stack container 2300 may have a 53′ slide ramp, or any slide ramp corresponding to the length of the double-stack container 2300 for loading/unloading. In certain embodiments, the double-stack container 2300 may be built inside a box meeting AAR plate clearance dimensions. In some embodiments, the double-stack container 2300 may be loaded with pallets via a forklift truck.

In certain embodiments, a custom box 2330 may be disposed on loading platform 23012 of multimodal platform 23000. In some embodiments, custom box 2330 may be equipped with a ramp to provide additional support in unloading or loading from custom box 2330. In this manner, the space above loading platform 23012 of multimodal platform 23000 may be used for storage or freight when not configured for use for unloading or loading containers 2300. For example, certain double-stack containers may be not be configured to be loaded or unloaded via end doors.

FIG. 24 illustrates an example loading/unloading operation of the double-stack container 2300, in accordance with certain embodiments. In some embodiments, the double-stack container 2300 may have a side door 2301 opened longitudinally and may have hooks/connectors on the top to hold in place when in closed position. In certain embodiments, custom box 2330 may be a side door 2331 which is similar to side door 2301 except that the side door 2331 may be smaller and installed on top of the loading platform 23012 of the multimodal platform 23000 to optimize the capacity for loading. In certain embodiments, both of double-stack container 2300 and custom box 2330 may be directly loaded with pallets via a forklift truck. In another embodiment, double-stack container 2300 may also be loaded with an ISO container at lower level and a customized upper container on the double stack at the second level. In some embodiments, custom box 2330 may be opened down to make it a ramp for a forklift truck loading or opened from the top to load the custom box 2330 via crane or other devices. For example, door 2301 of double-stack container 2300 and door 2331 of custom box 2330 may be a side door and open longitudinally with a hinge or any type of connector which provides a pivot to open the door longitudinally. In some embodiments, one side of double-stack container 2300 and custom box 2330 along their length may be dropped down by opening a latch on top. This may allow it to be a ramp with low grade angle to allow for loading/unloading pallets or other cargo.

FIG. 25 illustrates an example 7-unit railcar 250, in accordance with certain embodiments. In one embodiment, the 7-unit railcar 250 includes seven containers 252 on seven underframes connected by a drawbar, an articulation connector, or other suitable connection for articulation. In some embodiments, a ramp for loading/unloading may include utilizing a dock-side ramp that stays at the dock. In one embodiment, the dock-side ramp may be attached to the area between the containers 252 to facilitate loading/unloading with a forklift truck. In another embodiment, the dock-side ramp may be integral with the articulation between containers 252 that is manually powered to be moved into a position where the dock-side ramp may be coupled to the articulation to facilitate the loading/unloading with a forklift truck or any other methods.

FIG. 26 illustrates an example loading/unloading operation between ramps 2600, in accordance with certain embodiments. Many indoor-rail-loading facilities are set up with multiple parallel railroad tracks 2610. In one embodiment, multimodal platform 26000 may permit multiple railcars 260 to be lined up on each of these tracks 2610 to permit reduced loading/unloading time. In some embodiments, the area between containers 262 may be accessible via the dock ramps 26018 of multimodal platform 26000 to either access the first line of railcars 260 or permit access to other railcars 260 on parallel tracks 2610 beyond the first line of railcar 260. In some embodiments, multimodal platform 26000 comprising two dock ramps 26018 may provide a connection to the ramps 2600 on both side of railcar 260. In some embodiments, dock ramps 26018 of the multimodal platform 26000 may fold down to allow a forklift truck to cut-through to go from one ramp 2600 to another ramp 2600.

FIGS. 27A to 27B illustrate an example door 2721 of a container 272, in accordance with certain embodiments. Containers 272 may have different style doors 2721. In some embodiments, doors 2721 to access the interior of the container 272 may be “Dutch” style such that two vertical portions may open independently. In some embodiments, the upper part of the doors 2721 consist of two halves that are hinged on their respective sides of the container 272 and pivot horizontally about a vertical pivot or hinge, while a bottom part 2721A of the door 2721 is hinged on the bottom, as shown in FIG. 27A. The bottom part 2721A of the door 2721 may then be pivoted to the open position permitting the bottom part 2721A to be used as a ramp to allow access to the interior of the container 272 for a forklift truck or other wheeled vehicles or carts, as shown in FIG. 27B.

FIGS. 28A to 28C illustrate other example doors 2821 of container 282, in accordance with certain embodiments. In one example door shown in FIGS. 28A to 28B, the doors 2821 of the container 282 may be bi- or tri-fold doors which open in a vertical movement to permit access to the interior. In another example door 2821C shown in FIG. 28C, the door 2821C of the container 282 may be a roll-up style. The door 2821C may move up and be out of the way without encumbering access to the interior of the container 282 or without increasing the width of the railcar 280. The door 2821C may allow the railcar 280 to remain within the AAR plate clearance diagram when the door 2821C is open.

FIG. 29 illustrates an example refrigeration unit 2900 installed in the container 292, in accordance with certain embodiments. When hauling containers 292 requiring a refrigeration of the interior, a variety of methods may be used to provide power and the refrigeration. In one embodiment, a refrigeration unit 2900 may be located on a multimodal platform 29000 and provide cool air to the container 292 via tubing or piping. In another embodiment, the refrigeration unit 2900 may be part of the container 292 and also include a power generator. The power generator may include a fuel tank which may be mounted to the multimodal platform 29000 and provide power to refrigeration unit 2900 of the container 292 via an electrical connection. In some embodiments, refrigeration unit 2900 and/or power generator remain part of the multimodal platform 29000 and are located under container 292 to integrate the power system and provide maximum space in container 292 for cargo or freight. In one embodiment, refrigeration unit 2900 is a GenSet unit. In one embodiment, a power generator located on multimodal platform 29000 provides power to refrigeration unit 2900 on that multimodal platform 29000 as well as adjacent refrigeration unit(s) on other multimodal platforms 29000. Power cords connecting adjacent multimodal platform to the power generator may be used to provide the powering connections. In another embodiment, refrigeration unit 2900 or the power generator may be located on top of the container 292 to maximize the interior volume of the container 292.

FIG. 30 illustrates an example container 302, in accordance with certain embodiments. In one embodiment, two adjacent containers 302 may be connected with a bellows 3000. In some embodiments, the container 302 may be loaded/unloaded from a door at one longitudinal end. This may permit two or more adjacent containers 302 to be loaded from one end of one container 302.

In certain embodiments, a method is provided for using a multimodal platform, such as any of the various examples and embodiments of multimodal platforms described above. For example, a method may include steps of deploying the multimodal platform and containers disposed thereon for loading or unloading. In this manner, an operator may use the multimodal platform for loading cargo or freight for transportation and unloading the cargo or freight at an end destination with one or more of the advantages described herein.

Particular embodiments of the present disclosure may provide numerous technical advantages. For example, particular embodiments may improve the efficiency of loading/unloading cargo from the containers of the railcar. In addition, particular embodiments may provide an extra route for a user or a forklift truck to travel from one dock to another dock.

Although particular embodiments and their advantages have been described in detail, it should be understood that various changes, substitutions and alternations can be made herein without departing from the spirit and scope of the embodiments. Particular embodiments of the present disclosure described herein may be used or mounted for a railroad car, a semi-trailer, a truck or any other transportations. 

1. A multimodal platform for a railcar, comprising: first underframe configured to carry a first container; a second underframe configured to carry a second container, wherein the second underframe is coupled to the first underframe, wherein coupling the first underframe and the second underframe provides an articulation point; a loading platform disposed above the articulation point and between a first end of the first container proximate the second container and a second end of the second container proximate the first container; and rail wheels disposed under the loading platform and coupled to the first underframe and the second underframe, wherein the rail wheels are configured to transport the multimodal platform on rails of a railway.
 2. The multimodal platform of claim 1, further comprising a movable ramp coupled to the loading platform, wherein the movable ramp extends from the loading platform to an unloading location in a deployed position.
 3. The multimodal platform of claim 1, wherein: the first underframe comprises one of a flat car, a well car, and a spine car; and the second underframe comprises one of a flat car, a well car, and a spine car.
 4. The multimodal platform of claim 1, further comprising a backstop barrier coupled to the loading platform and disposed along a side of the loading platform along a length of the railcar, wherein the backstop barrier in a deployed position obstruct movements on or off of the loading platform in one direction orthogonal to the length of the railcar.
 5. The multimodal platform of claim 1, further comprising one or more sliding attachments for a container supported on the first underframe or the second underframe, wherein the sliding attachments are configured to attach a bottom portion of the container to one of the first underframe and the second underframe.
 6. The multimodal platform of claim 5, wherein the one or more sliding attachments for the container are configured to align a floor of the container with the loading platform.
 7. The multimodal platform of claim 1, wherein the first underframe and the second underframe are configured to carry a first container and a second container, wherein the first container is a different type of container than the first second container.
 8. The multimodal platform of claim 1, wherein a third container is installed on the loading platform between the first container and the second container, wherein the third container is configured to provide additional storage space or provide ramp access into an upper portion of one or both of the first container and the second container.
 9. The multimodal platform of claim 1, wherein one or both of the first underframe and the second underframe are configured to carry one or more of a trailer or an ISO container.
 10. The multimodal platform of claim 1, further comprising a power generator configured to supply power to a refrigeration unit of a container disposed on the first underframe or the second underframe.
 11. The multimodal platform of claim 1, further comprising a pair of ramps coupled to the loading platform, wherein the pair ramps extend from opposite sides from the loading platform to a pair of unloading locations in a deployed position.
 12. A railcar, comprising: a multimodal platform, comprising: first underframe configured to carry a first container; a second underframe configured to carry a second container, wherein the second underframe is coupled to the first underframe, wherein coupling the first underframe and the second underframe provides an articulation point; a loading platform disposed above the articulation point and between a first end of the first container proximate the second container and a second end of the second container proximate the first container; and rail wheels disposed under the loading platform and coupled to the first underframe and the second underframe, wherein the rail wheels are configured to transport the multimodal platform on rails of a railway; a first container disposed on the first underframe; a second container disposed on the second underframe; and locomotive means to move the railcar on the railway; wherein: the first container and second container each comprise an end door, wherein the end doors face each other; and the first container and the second container are configured to be loaded or unloaded through the end doors and the loading platform to or from a location external to the railcar.
 13. The railcar of claim 12, wherein the multimodal platform further comprises a movable ramp coupled to the loading platform, wherein the movable ramp extends from the loading platform to the external location in a deployed position.
 14. The railcar of claim 12, wherein: the first underframe comprises one of a flat car, a well car, and a spine car; and the second underframe comprises one of a flat car, a well car, and a spine car.
 15. The railcar of claim 12, wherein the multimodal platform further comprises a backstop barrier coupled to the loading platform and disposed along a side of the loading platform along a length of the railcar, wherein the backstop barrier in a deployed position obstruct movements on or off of the loading platform in one direction orthogonal to the length of the railcar.
 16. The railcar of claim 12, further comprising one or more sliding attachments for the first container supported on the first underframe, wherein the sliding attachments are configured to attach a bottom portion of the first container to the first underframe.
 17. The railcar of claim 16, wherein the one or more sliding attachments for the first container are configured to align a floor of the first container with the loading platform of the multimodal platform.
 18. The railcar of claim 12, wherein the first container is a different type of container than the first second container.
 19. The railcar of claim 12, wherein one or both of the first underframe and the second underframe are configured to carry one or more of a trailer or an ISO container.
 20. The railcar of claim 12, wherein a third container is installed on the loading platform of the multimodal platform between the first container and the second container, wherein the third container is configured to provide additional storage space or provide ramp access into an upper portion of one or both of the first container and the second container. 